|Weight:||3.00 lbs.||Power Requirements:||28V .4a / 26VAC 6va|
|Operating Temperature:||.20C to +55C||Altitude:||To 50,000 feet|
|TSO Compliance:||Env. Cat. RTCA DO-160A A1D1/A/SKP/XXXXXSABAAA; TSO C6c (compass); TSO C41c Class A (ADF); TSO C40a (VOR)||Compass Heading Input:||Operates from any slaved magnetic compass with ARINC X,Y,Z outputs.|
|Part Number||Navigation Indicator Description|
|066-3060-00||Black Bezel, 27.5VDC/26VAC Lights|
|066-3060-01||Black Bezel, 5VDC/5VAC Lights|
|066-3060-02||Gray Bezel, 27.5VDC/26VAC Lights|
|066-3060-03||Gray Bezel, 5VDC/5VAC Lights|
|066-3060-04||Black Bezel, 5VDC/5VAC Lights, TACAN Compatible|
|066-3060-05||Gray Bezel, 5VDC/5VAC Lights, Night Vision Goggle capability|
|066-3060-06||Gray Bezel, 28VDC/28VAC Lights, Night Vision Goggle capability|
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The use of a Radio Magnetic Indicator in an aircraft offers several benefits that improve navigation situational awareness and pilot workload.
A very basic ADF indicator without a moveable compass card simply points to a selected beacon. The pilot must calculate the bearing needed based on the aircraft's current heading. Most if not all ADF indicators without a knob to turn the compass ca rd are very old and obsolete.
Most ADF indicators include a knob to turn the present heading so that the bearing to the beacon can be read against the compass card.
The RMI provides all of the ADF indicator functions with automatic rotation of the compass card via the aircraft's compass system. Therefore, whenever the aircraft turns then the compass card will turn.
An RMI always automatically points to the bearing to a beacon. This is a more logical form of indication even over VOR type of navigation since there is no OBS, To-From, radials, etc.
More advanced RMI indicators offer even more flexibility and features by offering dual needle for ADF and VOR bearing and multiple ADF/VOR navigation.
Negotiating the exchange price of a unit only limits the allowable repair cap for the core unit. Southeast Aerospace's exchange transactions are based on the return of economically repairable core unit. Once the core is received and evaluated, the core repair cost incurred by SEA cannot exceed 75% of the original exchange price. That is, it cannot cost SEA more than 75% of the original OH/SV exchange price collected from the customer. Therefore, when and if an SEA exchange price is discounted, there is a risk that additional charges may be assessed once the core is returned and evaluated.
For more information, please refer to these other Exchange FAQs